Kenmore station

Kenmore station

Company type	Light rail station
Industry	Public transportation
Founded	October 23, 1932 (1932-10-23)
Headquarters	Boston , United States
Products	MBTA Green Line B, C, and D branches service

Kenmore station is a subterranean light rail facility on the MBTA Green Line, situated beneath Kenmore Square within Boston's Fenway/Kenmore district. It accommodates the B, C, and D lines. The station comprises two island platforms—one for each travel direction—and serves as the main transit gateway to Fenway Park, located roughly south of the station. Initially opened on October 23, 1932, as part of an extension of the Boylston Street subway aimed at alleviating congestion, Kenmore underwent accessibility improvements between 2005 and 2010.

Station layout

Kenmore station includes four tracks arranged alongside two island platforms: the northern platform facilitates outbound service across all lines, while the southern platform handles inbound trains. The B branch operates on the inner tracks, whereas the C and D branches run on the outer tracks. Just west of Kenmore, the B branch crosses over the C and D branches via a flying junction, with the C and D lines diverging further southwest at Beacon Junction. The Kenmore Loop links the outer tracks, allowing inbound C and D trains to turn back without entering the main subway tunnel; this loop is predominantly utilized during service interruptions.

Above the platforms lies the fare mezzanine, reachable by stairs and escalators. Passageways lead to station exits on both sides of Kenmore Square. Access to the central busway is provided by an escalator and stairway. Accessibility is ensured by three elevators connecting: from the south sidewalk to the mezzanine, from mezzanine to outbound platform, and from busway to inbound platform via mezzanine.

As the final subway stop before the Green Line branches separate onto surface tracks, Kenmore functions as a terminal for several MBTA bus routes. It also acts as a key transfer point for replacement bus services during maintenance or disruptions affecting Green Line operations.

History

Starting January 2, 1923, certain off-peak trips of the –Pleasant Street shuttle were extended through the Boylston Street Subway to reach Kenmore’s surface station; full-day service commenced on October 10 that year. On December 14, 1929, most trips were further extended along the Beacon Street line to . In June 1930, Washington Street service was curtailed back to Kenmore but was restored in September of that year. On February 7, 1931, service on Commonwealth Avenue and Beacon Street was extended from Park Street to Lechmere, replacing prior shuttle operations with direct Kenmore–Park Street shuttles.

The underground station officially opened on October 23, 1932, supplanting the former Kenmore Incline and surface-level stop. From its inception, Commonwealth Avenue and Beacon Street services—now known as the B and C branches—were routed through this new facility. The previous Kenmore cutback was replaced with a pocket track located at .

Original plans envisioned converting the Commonwealth Avenue line into a high-platform metro system featuring a tunnel beneath Commonwealth Avenue, while Beacon Street line would terminate via a short-turn loop instead of continuing through Boylston Street subway. Temporary streetcar tracks were installed on a wooden structure pending tunnel completion. However, heavy rail conversion gradually became unlikely; in the 1980s, this wooden framework was removed and filled with earth and concrete.

Bus service commenced at Kenmore in 1933 as a substitute for the Ipswich Street line. Initially, buses stopped curbside which complicated traffic flow due to required maneuvers. In early 1939, a proposal emerged from the Chamber of Commerce advocating for a centralized busway with direct access to the mezzanine level. Although Mayor Maurice J. Tobin initially supported this plan, he later withdrew city funding. The concept was revived in 1943; Tobin awarded a contract worth $24,063 in June that year. Subsequently, a busway featuring a concrete platform and wooden shelter along with a dedicated stairway connecting directly to the mezzanine opened on November 4, 1943.

MBTA era

The Highland branch, currently known as the D branch, commenced operations on July 4, 1959. Until its closure in 1969, the A branch to Watertown Yard ran along the B-branch tracks on Commonwealth Avenue up to Packard's Corner, where it diverged onto Brighton Avenue. In 1967, a $314,300 project to rebuild the busway and a separate $342,000 station upgrade were initiated. The redesigned busway shelter incorporated red brick walls paired with a fluted canopy made of concrete and plastic; an escalator linked the mezzanine level to the busway. The busway reconstruction was completed by April 1968, with station modernization finalized in 1970. Station signage was enhanced with abstract murals illustrating local neighborhood scenes.

In 1996, flooding caused by the Muddy River inundated both the platform and mezzanine areas, resulting in a two-month station closure. During this period, commuter rail service between Riverside and South Station served as a replacement. A comparable flood incident in October 1962 led to a five-day shutdown. To mitigate future flood risks, steel doors were installed at the Fenway portal in 2019.

Renovation

In 1996, the MBTA launched its Light Rail Accessibility Program. That same year marked the beginning of design efforts for accessibility upgrades at Kenmore Station, with initial construction slated for 2002–2004. Early concepts for a new busway shelter featuring a conical glass roof were unveiled in 2001. Independently, the south entrance was moved inside the Hotel Commonwealth—funded by Boston University—during its construction between 2002 and 2003. A contract valued at $22.7 million was awarded in November 2004, with work commencing in January 2005. Temporary bus stops on Beacon Street maintained service continuity throughout construction.

The renovation encompassed constructing the new busway shelter, elevating platforms, and installing three elevators alongside three escalators. Streetscape enhancements including tree plantings and brick sidewalks were designed to improve Kenmore Square’s aesthetic appeal, aiming to align it more closely with neighborhoods like Beacon Hill and Back Bay.

Although originally planned for early 2007 completion, the project encountered several setbacks. A lawsuit filed in 2006 necessitated redesigning accessibility components. Unmapped utility lines delayed excavation work, while extended baseball seasons complicated maintaining station access during construction. The metal framework of the shelter was erected in 2006; however, further delays arose due to redesigns of glass fasteners. By late 2007, completion was rescheduled for late 2008 with costs escalating to $32 million.

Kenmore Station achieved full accessibility status in January 2010. The final expenditure reached $50.6 million, with contract costs increasing from $22.7 million to $40.7 million largely due to MBTA-driven change orders. At the ribbon-cutting ceremony held in April 2010, art panels depicting Red Sox players were unveiled.

External links

• MBTA – Kenmore Station
• Google Maps Street View: Commonwealth Avenue entrance, Beacon Street entrance, busway